Antiskidding device for vehicles.



G. W. GRAMER.

ANTISKIDDING DEVICE FOR. VEHICLES.

. APPLICATION FILED SEPT. 7, 1911.

Patented Aug. 26, 1913.

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G. W. 'GRAMER.

ANTISKIDDING DEVICE FOR VEHICLES.

APPLICATION FILED SEPT. 7, 1911.

1 ,07 1 ,OS 1 Patented Aug. 26, 1913;

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ANTISKIDDING DEVICE FOR VEHIGLES.

APPLICATION FILED SEPT. 7, 1911.

Patented Aug.- 26, 1913.

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0. W. GRAMER. ANTISKIDDING DEVICE FOR VEHICLES.

APPLICATION FILED SEPT. 7, 1911.

1,071,031, Patented Aug.26, 1913.

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CHARLES W. CRAMER, OF SCRANTQN, PENNSYLVANIA.

ANTISKIDDIN G DEVICE FOR VEHICLES.

Specification of Letters Patent.

Patented Aug. 26,1913.

Application filed September 7, 1911. Serial No. 648,112.

To all whom it may concern Be it known that I, CHARLES W. ORAMER, of the city of Scranton, county of Lackawanna, and State of Pennsylvania, have invented certain new and useful Improvements of Antiskidding Devices for Vehicles, whereof the following is a specification, reference being had to the accompanying drawm s.

The invention relates to anti-skidding devices for vehicles, and more especially to automobiles equipped wit-h spring wheels or wheels having pneumatic tires.

An object of the invention is to provide an anti-skidding device which is so constructed that the members for preventing the side slipping on the opposite side of the vehicle from the direction of skidding, are effective while the members on the same side as the direction of skidding are ineffective, and thereby all liability of overturning the vehicle through the catching of the antiskidding devices, is avoided.

A further object of the invention is to provide an anti-skidding device of the above character, which may be quickly rendered operative or inoperative.

A still further object of the invention is to provide positively actuated means for throwing the anti-skidding devices into operative or inoperative position, which means is so constructed as to allow the anti-skidding device to move laterally and become ineffective under certain lateral strains thereon.

These and other objects will in part be obvious, and will in part be hereinafter more fully described.

In the drawings which show by way of illustration one embodiment of the inven-' tion F lgure I, 1s an outside view of the vehicle wheel, having my improved anti-.

skidding device applied thereto. Fig. II, is a similar enlarged View of a portion of the vehicle wheel, from the inside thereof, with certain of the anti-skidding devices in 0perative position, and others in inoperative position, also showing the axle and driving shaft in section, and a portion of the operating lever for controlling the anti-skidding devices. Fig. III, is a vertical sectional View through a vehicle wheel, and the supporting axle therefor, showing the same equipped with my anti-skidding device, and showing one of the anti-skidding devices in vertical section. Fig. IV, is a section 011 better understood.

the line IV, IV, of Fig. III. Fig. V, is a view similar to a portion of that in Fig. III, showing the anti-skid in inoperative positlon. Fig. VI, is a longitudinal sectional view through the supporting sleeve, or one of the anti-skidding spuds. Fig. VII, is a sectional view on the line VII, VII, of Fig. VI. Fig. VIII, is a view of a portion of a vehicle wheel, from the inside thereof, showing a modified form of anti-skidding device applied thereto, certain of said ant-iskidding devices being shown in inoperative position, and another in operative position. Fig. IX, is a sectional view on the line IX, IX, of Fig. VIII.

In the present illustration of the invention, I have shown my improved anti-skidding device, as applied to a vehicle wheel of the well known construction, which consists essentially of a hollow supporting axle 1, on which is mounted a hub 2, of a vehicle wheel 3, which wheel is formed with the usual felly and rim 4, supporting a pneumatic tire 5. The wheel is propelled by an operating shaft 6, which is connected to the hub, at the outer end thereof.

While I have shown a particular form of wheel, it will be understood of course that my invention may be applied to wheels of any desired type, whether the same be a spring wheel, or a solid wheel, or whether the same is equipped with pneumatic tires or cushion tires. The essential feature is that the anti-skidding device is carried directly by the wheel, as will be hereinafter described, and I have therefore shown a vehicle wheel in detail, in order that the relative arrangement of the anti-skidding devices to the wheel may be described and the purpose of the novel arrangement be Mounted on the felly of the wheel are a plurality of anti-skidding devices 7. These anti-skidding devices are all similar in construction, and therefore a description of one will answer for the others. Each anti-skidding-device includes a supporting member which may be formed as a sleeve 8, in which is mounted a stud 9. This stud is cylindrical in shape as-herein shown, and is cut away at 10, adjacent its outer end, so as to form a sharp edge 11. The stud is also bored or recessed centrally as at 12, so that the outer end thereof will more effectively engage the surface on which the vehicle islikely to slip. This cylindrical stud 9 extends into the sleeve, and slides freely therein. The outer end of the sleeve is formed with a series of spaced inwardly projecting ledges between which packing rings may be placed. These ledges form a seat for the stud 9. Said stud is also provided with a shoulder 14, which engages the ledges and prevents further out ward movement of the stud, relative to the sleeve 8. Within the sleeve is a spring 15, which is seated in a recess in the inner end of the stud, and engages at its other end a nut 16, adapted to be threaded into the inner end of the sleeve. This spring normally presses the stud outward, but allows the stud to yield when force is applied to the outer end thereof. The nut 16, is preferably provided with an inwardly projecting part which serves as a seating member for the spring 15. This inwardly projecting part is preferably bored out as at 18, into which is threaded a small, circular nut 19, which sup ports a valve 20. A spring 21, operates in connection with the valve. This valve is of the usual construction, and is normally held seated by the spring.

Extending longitudinally of the stud 9, and spaced circumferentially about the same, area series of grooves 22. \Vhen the stud is forced inwardly, the air in the chamber in the sleeve will be forced outwardly through these grooves 22, and thereby tends to free the seat of the stud from dust or dirt, which might work into same through the sliding joint connection with the stud. The valve 20, is forced against its seat when the stud is moved inwardly and prevents the escape of the air through the port in the nut 19. When however the stud is forced outwardly by the spring 15, the valve will open and allow the air to rush into the chamber in the sleeve, thus allowing a free outward movement of the stud.

The sleeve 8, of each anti-skidding device carries a separate transverse bearing sleeve 23. These sleeves 23, are each mounted on a supporting shaft 2 1, which is in turn supported by bearings 25, mounted on the rim of the wheel. As shown in Fig. II, each bearing serves to support one end of each of the adjacent shafts 24. The purpose of this sleeve connection to a supporting shaft is to allow the anti-skidding device to turn freely in a lateral direction, relative to the plane of the wheel. It is obvious that other ways of mounting the anti-skidding devices to accomplish this function, may be used.

The anti-skidding devices shown in Figs. I to VII, inclusive, are provided with means whereby the same may be moved from operative to inoperative position, or vice versa, from the seat of the vehicle. This means consists of a series of levers 26, which are pivoted at 27, to a supporting disk 28, carried by the hub of the wheel, which disk may if desired, be a part of a brake drum 29 or the casing for the same. The outer end of the lever is bent downwardly and thence outwardly, and at its outer end is connected by a stud 30, with one end of a coil spring 31. The other end of the coil spring 31, is connected at 32, to the sleeve 8, of an antiskidding device. As clearly shown in Fig. II, I prefer to use one lever for two adjacent anti-skidding devices, and therefore, there are two springs 31, connected with each lever 26, one spring being attached on one side, and the other on the other side of the lever. The inner end of the lever carries a roller 83. This roller has a semispherical outer end formed integral therewith. The roller may be held on the end of the lever in any suit able way, as by a screw 34, and suitable oil ports may be provided for supplying the roller with a lubricant.

Mounted 011 the shaft 6, is a sliding collar 35. This collar carries outwardly projecting arms 37 (see Fig. IV) which engage recesses 38, formed in the axle sleeve 1, so that the collar is held from rotating with the driving shaft 6. The axle sleeve is slotted as at 39 (see Fig. III). Three screws 10, are threaded into the arms 37, and project through the slots 39, in the axle sleeve. Two spaced disks ll, and 42, are connected together and supported by the screws 10.

These spaced disks are adapted to receive the rollers 38, on the ends of the operating lever 26. Inasmuch as these disks are connected to the sleeve 35, which is held from rotation, the levers will rotate with. the wheel, relative to the disks. The purpose of .the rollers on the ends of the levers is to provide for a free rotation of the levers relative to the disks. The sleeve 35, as above noted may be slid on. the driving shaft 6,

and the sliding of the sleeve will in turn cause a lateral movement of the disks 41, and 42, which Wlll oscillate the levers 26,

about their pivotal supports. This oscillating of the levers w1ll of course in turn move the anti-skidding devices from operative to inoperative position, or vice versa.

When the parts are positioned as shown in Fig. III, the inner ends of the levers are moved to their extreme lateral positions away from the hub of the wheel. This of vcourse moves the outer ends of the levers toward the rim of the wheel, and through the springs 31, will yieldingly force the antiskidding devices to a vertical position adjacent the felly of the wheel. The studs 9, are so positioned in the sleeves of the antiskidding devices, that when in the position referred to, the outer ends of the studs will contact with the surface, on which the wheels stand. Any slight yielding of the tire may bring about a corresponding yield of the stud.

The anti-skidding devices are placed on the inside of each wheel to which they are applied. The spring connection between the lever 26, and the anti-skidding device will allow the anti-skidding device to move laterally away from the tire, or swing about its pivotal support, notwithstanding that the lever 26, may not be moved, but held rigidly in the position shown in Fig. III. If there is a lateral sliding of the wheel in the direction of the arrow (Fig. III) the anti-skidding device will yield, as above noted. If, however, there is a lateral sliding of the wheel in the opposite direction, there will be no yielding of the anti-skidding devices, and they become effective to prevent this lateral sliding of the wheel. By locating the antiskidding devices therefore on the inner side of each wheel, it will be seen that the antiskidding devices on the wheel on the side of the vehicle opposite from the direction of lateral movement, will become effective, and those on the side of the car in the direction of sliding will be ineffective. This will bring the active force for preventin sliding to the opposite side of the vehicle from the direction of lateral movement, and prevent any possible chance of overturning the vehicle.

WVhen the anti-skidding devices are raised through the sliding of the collar 35, the shanks of said devices strike against rubber buffers 56, on the spokes so that the blow incident to throwing said devices quickly to inoperative position is cushioned. The collar 35, may be slid on the main shaft through the rock lever 43, which is connected by a link 44, with the sliding collar. This rock lever 43, may be operated by any suitable device from a point adjacent the seat of the vehicle.

While I have shown a coil spring for connecting the operating levers to the anti-skidding devices, it is obvious that other forms of yielding devices, may be used for this purpose.

In the modified form shown in Figs. VIII and IX, the manually controlled means for shifting the anti-skidding devices has been omitted, and also the details of the antiskidding devices somewhat changed. The supporting member 45, for the anti-skidding studs is formed with spaced ears 46, and 47, in which the stud 48, slides. A spring 49 surrounds the shank of the stud, and at one end bears against the lug 46, while at its other end said spring bears against the shoulder 50 on the stud 48. The engaging end of the stud 48, is precisely the same as that above described in connection with the stud 9. A screw 51, is threaded into the upper end of the stud, and engages a seat in the lug 46, to limit the movement of the stud through the action of the spring 49. The supporting member 45, is pivotally carried by bearings 52, which are mounted on the felly of the wheel. A spring 53,

is connected at one end to the supporting member 45, and at its other end to the felly of the wheel. This spring is placed under tension so as to normally hold the anti-skidding device in the position shown in Fig. IX. As a means for holding these anti-skidding devices in inoperative position, I have provided a casing 54, with a series of lugs 55, which are so positioned as to receive the opening in the outer end of the studs 48. The springs 49, will force the studs up against the lugs and hold them in locked position. When it is desired to place the anti-skidding devices in operative position, the stud 48, is moved down until the lug 55, is released, and then the member 45, may be swung about its pivot by the spring 53, and held yieldingly in operative position. The action of these anti-skidding devices, except the placing of the same in operative and inoperative position, is precisely the same as the manually controlled anti-skidding devices above described.

It is obvious that minor changes in the details of construction may be made without departing from the spirit of my invention as set forth in the appended claims.

Having thus described my invention, I claim:

1. The combination with a vehicle wheel, of a plurality of anti-skidding devices carried by the wheel and at the inner side thereof, means for supporting said antiskidding devices, whereby the same may be moved in a plane at right angles to the plane of the Wheel, means for positively limiting the movement of said anti-skidding devices in a direction toward the plane of the wheel, and yielding means for holding said anti-skidding devices from moving in a direct-ion away from the plane of the wheel.

2. The combination with a vehicle wheel, of a plurality of anti-skidding devices carried by the wheel and at the inner side thereof, means for supporting said antiskidding devices, whereby the same may be moved in a plane at right angles to the plane of the wheel, means for positively limiting the movement of said anti-skidding devices in a direction toward the plane of the wheel, yielding means for holding said anti-skidding devices from moving in a direction away from the plane of the wheel, and manually-controlled devices for simultaneously moving said anti-skidding devices into and out of effective position.

3. The combination with a vehicle wheel, of a plurality of anti-skidding devices car ried by the wheel and located at the inner side thereof, means for pivotally supporting said anti-skidding devices, whereby they may swing in a plane at right angles to the plane of the wheel, means for limiting the movement of said anti-skidding devices in a direction toward the plane of the wheel,

and manually-controlled means for moving said anti-skidding devices toward and from an effective position including a spring, whereby said anti-skidding devices are ,yieldingly held from movement in a direction away from the plane of the wheel.

4. The combination with a vehicle wheel, of a plurality of anti-skidding devices can ried by the wheel, and at the inner side thereof, means for supporting said antiskidding devices, whereby they may move in a plane at right angles to the plane of the wheel, means for positively limiting the movement of the anti-skidding devices in a direction toward the plane of the wheel, and means for swinging said anti-skidding devices away from the wheel to render the same ineffective, including levers pivotally mounted on the wheel, and moving therewith, and yielding members for connecting the levers to the antiskidding devices.

5. The combination of a vehicle wheel; plurality of anti-skidding devices; means for supporting said anti-skidding devices, whereby they may swing in a direction at right angles to the plane of the wheel; a plurality of levers carried by the wheel; coil springs for connecting the levers to the anti-skidding devices; spaced disks engaging the ends of the levers for swinging the same, and means for moving said disks.

6. The combination of a vehicle wheel; a plurality of anti-skidding devices; means for supporting the same, whereby they may be moved from inoperative to operative poin a plane at right angles to the plane of the wheel, means for positively limiting the movement of the anti-skidding devices in a direction toward the plane of the wheel, and yielding means for holding said anti-skidding devices from moving in a direction away from the plane of the wheel, each of: said anti-skidding devices including a supporting member, a stud movable in said member, said stud having its outer end cut away to form a sharp corner, and having a recess centrally of its outer end, a spring for forcing the stud outwardly, and means for limiting the outward movement of the stud relative to the supporting member.

In testimony whereof, I have hereunto signed my name at Scranton, Pa, this first day of September, 1911.

CHARLES V. CRAMER. Witnesses HUGH B. Annnnws, R. M. WVILLIAMs.

Copies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents. Washington, D. G. 

